U.S. patent number 9,676,378 [Application Number 13/881,489] was granted by the patent office on 2017-06-13 for valve device adaptable for brake control of a variety of pressure medium-operated vehicle brake systems.
This patent grant is currently assigned to WABCO GMBH. The grantee listed for this patent is Bernd-Joachim Kiel, Hartmut Rosendahl, Gerd Roters, Wolfgang Strache, Otmar Struwe. Invention is credited to Bernd-Joachim Kiel, Hartmut Rosendahl, Gerd Roters, Wolfgang Strache, Otmar Struwe.
United States Patent |
9,676,378 |
Kiel , et al. |
June 13, 2017 |
Valve device adaptable for brake control of a variety of pressure
medium-operated vehicle brake systems
Abstract
A valve device for brake control of a different pressure
medium-operated vehicle brake systems comprises a housing that has
pressure medium ducts. A relay valve provides a pneumatic control
pressure, which is fed to the relay valve via at least one of the
pressure medium ducts at a higher flow rate. At least one insert is
pneumatically connected to at least two of the pressure medium
ducts, which can be pneumatically connected to each other by the
insert. The two pressure medium ducts define a pressure medium
path, the profile of which differs based on the housing that is in
each case selected and/or switched based on the selected insert.
The housing is selected from a set of housings having different
pressure medium ducts, in particular bores, but which are otherwise
essentially similar. The insert is selected from a set of different
inserts.
Inventors: |
Kiel; Bernd-Joachim (Wunstorf,
DE), Rosendahl; Hartmut (Hannover, DE),
Roters; Gerd (Wunstorf, DE), Strache; Wolfgang
(Hemmingen, DE), Struwe; Otmar (Hannover,
DE) |
Applicant: |
Name |
City |
State |
Country |
Type |
Kiel; Bernd-Joachim
Rosendahl; Hartmut
Roters; Gerd
Strache; Wolfgang
Struwe; Otmar |
Wunstorf
Hannover
Wunstorf
Hemmingen
Hannover |
N/A
N/A
N/A
N/A
N/A |
DE
DE
DE
DE
DE |
|
|
Assignee: |
WABCO GMBH (Hannover,
DE)
|
Family
ID: |
44785812 |
Appl.
No.: |
13/881,489 |
Filed: |
October 8, 2011 |
PCT
Filed: |
October 08, 2011 |
PCT No.: |
PCT/EP2011/005038 |
371(c)(1),(2),(4) Date: |
April 25, 2013 |
PCT
Pub. No.: |
WO2012/059163 |
PCT
Pub. Date: |
May 10, 2012 |
Prior Publication Data
|
|
|
|
Document
Identifier |
Publication Date |
|
US 20130214588 A1 |
Aug 22, 2013 |
|
Foreign Application Priority Data
|
|
|
|
|
Nov 5, 2010 [DE] |
|
|
10 2010 050 580 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F16K
31/02 (20130101); B60T 13/683 (20130101); B60T
13/68 (20130101); B60T 15/00 (20130101); B60T
17/04 (20130101); Y10T 137/86574 (20150401) |
Current International
Class: |
B60T
8/36 (20060101); B60T 17/04 (20060101); F16K
31/02 (20060101); B60T 13/68 (20060101); B60T
15/00 (20060101) |
Field of
Search: |
;303/DIG.10,119.2,119.3,118.1,115.1,115.2 ;137/884,269,271 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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|
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|
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|
10 2004 051 309 |
|
May 2006 |
|
DE |
|
10 2008 048 562 |
|
Apr 2010 |
|
DE |
|
10 2008 048 207 |
|
Jun 2010 |
|
DE |
|
102008048207 |
|
Jun 2010 |
|
DE |
|
1 733 943 |
|
Dec 2006 |
|
EP |
|
WO 2008/025401 |
|
Mar 2008 |
|
WO |
|
WO 2009/019022 |
|
Feb 2009 |
|
WO |
|
Other References
Machine Translation of DE 10 2008 048 207 (no date). cited by
examiner.
|
Primary Examiner: Lane; Nicholas J
Attorney, Agent or Firm: Leydig, Voit & Mayer, Ltd.
Claims
What is claimed is:
1. A valve system adaptable for brake control of different
pressure-medium-operated vehicle brake systems, the valve system
comprising: a set of a plurality of different inserts; and a valve
device configured to receive an insert selected from the set of the
plurality of different inserts, the valve device including: a
housing having a housing block and a housing cover, the housing
block having a plurality of pressure medium ducts, the housing
cover having at least one pressure medium bore, the housing block
being mountable to the housing cover in one direction and
configured to receive the selected insert in a different direction;
and a relay valve configured to increase a pressure medium flow
rate of air pressure present at at least one of the plurality of
pressure medium ducts, at least two pressure medium ducts of the
plurality of pressure medium ducts being configured to
pneumatically connect to a first pressure medium bore of the at
least one pressure medium bore and to a pneumatic port of the
selected insert to define a pressure medium path, wherein each
insert of the set of the plurality of different inserts provides a
different pressure medium path when received by the valve
device.
2. The valve system as claimed in claim 1, wherein at least one of
the plurality of pressure medium ducts is assigned a function from
a group of functions consisting of (i) aeration, (ii) ventilation,
(iii) conduction of control pressure or redundancy pressure, (iv)
conduction of brake pressure, and (v) not used, depending on the
selected insert received by the valve device.
3. The valve system as claimed in claim 1, wherein the at least on
pressure medium bore further comprises a second pressure medium
bore, and wherein operability of the second pressure medium bore is
based on the selected insert received by the valve device.
4. The valve system as claimed in claim 1, wherein the plurality of
pressure medium ducts comprises a plurality of port ducts leading
to ports on the housing, wherein the defined pressure medium path
comprises at least two of the plurality of port ducts, and wherein
operability of the port ducts of the pressure medium path is based
on the selected insert received by the valve device.
5. The valve system as claimed in claim 1, wherein the relay valve
is disposed in the housing block.
6. The valve system as claimed in claim 1, wherein each pressure
medium duct of the plurality of pressure medium ducts is dissimilar
from other ones of the plurality of pressure medium ducts, and
wherein the housing block and the housing cover are configured to
surround and clamp to the insert.
7. The valve system as claimed in claim 1, wherein each insert of
the set of the plurality of different inserts is configured to be
inserted in the housing block, comprises at least one of valve
cartridges and valve blocks, and includes at least one valve
controllable to at least one of open and block a corresponding
pressure medium path produced when received by the valve
device.
8. The valve system as claimed in claim 7, wherein each of the at
least one of valve cartridges and valve blocks has a hardened
injection-molded compound or cast compound that at least partially
surrounds at least one valve therein.
9. The valve system as claimed in claim 7, wherein the at least one
of valve cartridges and valve blocks have (i) at least one of
different and identical valves, and (ii) connecting ducts different
from one another.
10. The valve system as claimed in claim 7, wherein each of the at
least one of valve cartridges and valve blocks has (i) at least one
connecting duct, the at least one connecting duct of one of the at
least one of valve cartridges and valve blocks being one of
dissimilar and identical to the at least one connecting duct of
another one of the at least one of valve cartridges and valve
blocks, and (ii) at least one valve, the at least once valve of one
of the at least one of valve cartridges and valve blocks being one
of dissimilar and identical to the at least one valve of another
one of the at least one of valve cartridges and valve blocks.
11. The valve system as claimed in claim 1, wherein, depending on
the selected insert received by the valve device, the valve device
is configured as a device from the group consisting of (i) a relay
modulator from an electropneumatic parking brake, (ii) a relay
modulator for an electronically regulated brake system, (iii) a
relay modulator for a pneumatic brake system with at least one of
an anti-lock brake system and traction control system, (iv) an
electromagnetic relay valve, and (v) a relay valve.
12. The valve system as claimed in claim 4, wherein the ports on
the housing are configured to connect to at least one of (i) a
compressed-air reservoir, (ii) a vent, (iii) a brake pedal device,
and (iv) at least one brake cylinder.
13. The valve system as claimed in claim 1, wherein the housing is
formed at least partially from metal, and the plurality of pressure
medium ducts is formed at least partially by bored in the housing
block.
14. A vehicle brake system, comprising: pressure-medium-operated
brake cylinders, and the valve system as claimed in claim 1.
15. A vehicle, comprising: the vehicle brake system as claimed in
claim 14.
16. The valve system as claimed in claim 1, wherein the insert is a
valve block.
17. A vehicle, comprising: the valve system as claimed in claim
1.
18. The valve system as claimed in claim 7, wherein the at least
one valve is an electromagnetic valve.
19. The valve system as claimed in claim 8, wherein the hardened
injection-molded compound or cast compound is a plastic
injection-molded compound or cast compound.
20. The valve system as claimed in claim 13, wherein the metal is
aluminum.
Description
FIELD OF THE INVENTION
The present invention generally relates to a valve device for brake
control of a pressure-medium-operated brake system of a
vehicle.
BACKGROUND OF THE INVENTION
Pressure-medium-operated brake systems are used in particular for
utility vehicles. Here, compressed air is preferably used as the
pressure medium. For the actuation of a service brake of the
vehicle or for the release of a parking brake of the vehicle, a
control pressure is modulated by electropneumatic and/or pneumatic
means and is provided at a boosted air flow rate, or at a higher
pressure medium flow rate, by means of a relay valve. Here, the
relay valve is part of the valve device and is preferably arranged
in a housing of the valve device.
From the relay valve, the pressure medium with boosted pressure
medium flow rate is conducted to at least one brake cylinder in
order to brake at least one wheel of the vehicle or is conducted to
a spring store part of a combined spring brake cylinder in order to
release a parking brake at at least one wheel of the vehicle.
Various valve devices are known for different brake systems. In
particular, a valve device is known to which the control pressure
is supplied externally at an inlet. The control pressure is in this
case modulated purely pneumatically by means of a foot-operated
brake pedal.
Another known valve device uses such a brake pressure modulated by
means of a foot-operated brake pedal as a redundancy pressure, and
conducts the redundancy pressure to the relay valve as a control
pressure in the event of an electronics failure. The known valve
device furthermore has a plurality of electromagnetic valves by
means of which the control pressure is modulated during normal
operation.
The known valve devices, which are configured differently depending
on the brake system used, may have different valves and different
housings with different pressure medium ducts. In particular, the
known valve devices are designed differently as a relay modulator
for an electropneumatic parking brake, as a relay modulator for an
electronically regulated brake system, as a relay modulator for a
pneumatic brake system with anti-lock function and/or traction
control, as an electromagnetic relay valve or as a relay valve. Of
these different configurations, in each case different variants for
different applications and/or functions are also known.
For the known valve devices, it is necessary for brackets intended
specifically for the respective valve device to be provided on the
vehicle. This makes it complex and expensive to equip vehicles with
different brake systems. Furthermore, it is necessary to produce a
multiplicity of different housings, which leads to low unit
quantities and consequently high costs of production of the known
valve devices.
DE 10 2008 048 562 A1 discloses a valve arrangement, without relay
valve, having a plurality of valve devices for brake control of a
pneumatic brake system of a vehicle, in particular a rail vehicle.
The valve devices of the valve arrangement are formed as block-like
support modules with identical height and depth dimensions. The
valve devices are connected to one another and have bores which,
together, form longitudinal ducts extending through the valve
device. Furthermore, the valve devices have a standard bore for
receiving in each case one cartridge valve. Different control
valves for different valve functions are provided as cartridge
valves. For adaptation to the different valve functions, a duct
guide in the valve device is adapted by inserting plug elements
into pressure medium ducts to be shut off. In the known valve
devices, it is necessary, in a cumbersome manner, for plug elements
to be positioned precisely and such that they remain permanently in
position. An intended mode of operation of the respective valve
device, such as is desired or necessary in the case of the
abovementioned valve devices for utility vehicles, would otherwise
be impaired. It would therefore appear to be disadvantageous for an
air guide or pressure medium guide which can be varied by means of
plug elements to be provided in the case of the abovementioned
valve devices with relay valve.
SUMMARY OF THE INVENTION
Generally speaking, it is an object of the present invention to
provide an improved valve device with relay valve for brake control
of the vehicle brake system--e.g., for braking or immobilizing the
vehicle by means of pressure-medium-operated brake cylinders, and a
brake system having the valve device and also a vehicle having the
valve device.
The valve device according to the invention is provided for brake
control of a pressure-medium operated brake system of a vehicle.
The valve device has a housing, which in turn has a plurality of
pressure medium ducts. The pressure medium ducts are in particular
bores in the housing. In the pressure medium ducts there is
situated a pressure medium, preferably air, which can be conducted
through the pressure medium ducts. In devices that are
pneumatically connected to the same pressure medium duct, an
identical pressure is assumed at least after a finite period of
time. The pressure medium ducts thus serve for pressure
transmission, ventilation and/or aeration. The valve device
furthermore has a relay valve that provides a pneumatic control
pressure, which is supplied to the relay valve through at least one
of the pressure medium ducts, at a higher pressure medium flow
rate.
Furthermore, the valve device has at least one insert, for example
a valve block, which is pneumatically connected to two or more of
the pressure medium ducts. The pressure medium can thus flow from a
pressure medium duct through the insert to a second pressure medium
duct, such that the two pressure medium ducts are or can be
pneumatically connected to one another through the insert or
through the valve block. Here, two pressure medium ducts are
considered to be pneumatically connected to one another if the same
pressure is assumed in the two pressure medium ducts after a finite
time.
The arrangement of the two pressure medium ducts, which are or can
be connected to one another, including the pneumatic connection of
the two pressure medium ducts through the insert, is referred to in
the present description as the pressure medium path. Here, the
pressure medium path may if appropriate have further pressure
medium ducts, or other pressure medium devices, pneumatically
connected to at least one of the two pressure medium ducts. At
least the two pressure medium ducts that are or can be connected to
one another, and the pneumatic connection or connection facility
thereof through the insert, thus together define the pressure
medium path. The valve device may have one or more of such pressure
medium paths.
Two housings of an identical housing type, in which at least one of
the two pressure medium ducts is arranged differently in relation
to the corresponding pressure medium duct of the other housing,
thus have different pressure medium paths, for example. Different
pressure medium paths may also be provided if the insert or the
valve block for example pneumatically connects a first to a second
pressure medium duct in a first valve device but pneumatically
connects the first to a third pressure medium duct in a second
valve device. The third or second pressure medium duct that does
not belong to the pressure medium path in the respective case may
in each case be omitted, have a different function or be
unused.
The inventive valve device has, in relation to other valve devices
with a different function, a housing of an identical housing type
or an identical or substantially identical housing, which can thus
be produced inexpensively in large unit quantities for all of the
valve devices. In particular, the same casting mold or a
substantially identical casting mold may be used for casting the
housing. Pressure medium ducts, in particular drilled holes, which
are formed into the respective housing after the casting process
may likewise be substantially identical or may differ by the
different valve devices. Here, housings with different pressure
medium ducts and/or with different housing covers are regarded as
being substantially identical if they are otherwise identical or
differ only insignificantly. In particular, housings of the same
housing type are considered to be substantially identical
regardless of their drilled holes and regardless of the
configuration of the housing cover.
The object of the invention is furthermore achieved in that, for a
respectively desired function of the respective valve device,
either a housing with pressure medium ducts specifically for the
function is provided, wherein the insert may be one that is
substantially identical or different in relation to the valve
devices with identical housing but different function.
Alternatively, the housing has a plurality of pressure medium ducts
for different functions, which pressure medium ducts are used
depending on the desired function, wherein the respectively
selected insert determines which pressure medium ducts are actually
used and how the pressure medium ducts are used.
In detail, therefore, on the basis of a respectively selected
housing selected from a set of a plurality of housings that have
different pressure medium ducts, in particular bores, but which are
otherwise identical or substantially identical, the pressure medium
path runs differently depending on the respectively selected
housing.
Alternatively or in addition, on the basis of a respectively
selected insert selected from a set of a plurality of different
inserts, the pressure medium path is or can be connected
differently depending on the respectively selected insert.
In particular, the pressure medium path has different pressure
medium ducts for different inserts. In one particular embodiment,
the pressure medium path has the pressure medium duct that conducts
the control pressure.
It will be appreciated that the present invention provides a valve
device that can be used for a multiplicity of different brake
systems. Here, the valve device has a high number of standardized
components. With comprehensive standardization, therefore, it is
necessary merely for different pressure medium ducts or bores to be
formed into the housing and/or for different inserts to be used in
order to use the valve device in different brake systems. If
appropriate, the housings are provided with different covers. It is
however alternatively also possible for identical or substantially
identical covers to be used that have identical or different
bores.
It is preferable for at least one of the pressure medium ducts, in
particular in the case of the selected insert, to be assigned in
each case one function from the group "aeration", "ventilation",
"conduct control pressure or redundancy pressure", "conduct brake
pressure", and "not used". Here, the respective pressure medium
duct is preferably assigned a different function from the group in
each case in relation to a selection of a different insert from the
set of inserts owing to the design of the actually selected insert,
which is different from the design of the other insert. Identical
pressure medium ducts or bores may be assigned different functions
by means of the insert. In particular, the pressure medium duct
that conducts the control pressure may thus for example either be
charged with pneumatically modulated pressure through the insert or
aerated with compressed air from a compressed-air reservoir or
ventilated to a vent device.
The pressure medium path preferably comprises at least one pressure
medium duct that is an internal duct. An internal duct is a
pressure medium duct that pneumatically connects port connections
to the insert and/or further pressure medium ducts of the valve
device to one another. Here, the pressure medium path comprises at
least a different internal duct in the case of the selected housing
in relation to the selection of a different housing from the set of
housings and/or in the case of the selected insert in relation to
the selection of a different insert from the set of inserts.
A pressure medium duct used with one insert is thus not provided in
the respective other insert or is not used with the respective
other insert. Depending on the selection of the insert, it is for
example possible for a first pressure medium duct to be
pneumatically connected, or made pneumatically connectable, either
to a second or to a third pressure medium duct. The pressure medium
is thus conducted via different pressure medium ducts in the
housing of the valve device for different configurations of the
valve device. Pressure medium ducts that are not required may be
omitted or may alternatively nevertheless be provided in the valve
device. It may however also be the case that pressure medium ducts
are used differently in some configurations of the valve device or
for use in some brake systems. For example, the same pressure
medium duct may conduct the control pressure in the case of the
selected insert, whereas the pressure medium duct conducts for
example the reservoir air pressure to the vent in the case of a
different insert. The housing may thus have identical pressure
medium ducts, in particular in the form of identical drilled holes,
for each insert or for a group of inserts.
In a further embodiment of the invention, the pressure medium ducts
alternatively or additionally comprise a plurality of port ducts
that lead to ports on the housing. Here, the pressure medium path
comprises at least two of the port ducts, wherein the pressure
medium path comprises at least one different port duct, or the
function of at least two port ducts comprised by the pressure
medium path are interchanged with one another, in the case of the
selected housing in relation to the selection of a different
housing from the set of housings and/or in the case of the selected
insert in relation to the selection of a different insert from the
set of inserts. It may thus be provided, for example, that a
pressure medium duct that serves for aeration with a reservoir air
pressure serves, in a different insert, to provide the brake
pressure with boosted air flow rate from the relay valve to the
connection to the brake cylinder, and/or vice versa.
The housing preferably comprises a housing block and a housing
cover. The relay valve is advantageously arranged in the housing
block. The housing block advantageously also comprises at least two
port ducts. Pressure medium lines or pressure medium pipes for
connecting to further pneumatic components of the brake system can
be connected to the ports.
The housing block is advantageously of identical or at least
substantially identical design independently of the selection of
the housing in relation to the selection of preferably any other
housing from the set of housings and/or independently of the
selected insert in relation to the selection of preferably any
other insert from the set of inserts. Here, two housing blocks are
considered to be identical if they have identical or different
pressure medium ducts but otherwise no significant differences, in
particular originate from the same or an identical casting mold. In
particular, the housing block has identical mechanical fastening
points in the case of each of the housings and/or in the case of
each of the inserts. It is thus possible for the valve device to be
fastened to brackets on the vehicle in the same way independently
of the selection of the insert and/or independently of the selected
brake system.
Alternatively or in addition, the ports on the housing or pneumatic
interfaces on the housing are formed in the same way, and in an
advantageous refinement also arranged in the same way,
independently of the selected housing from the set of housings
and/or independently of the selected insert. Ideally, an identical
or substantially identical housing block is provided for the valve
devices having identical or differently selected inserts. It is
however also alternatively possible, for example, for two different
housing blocks to be provided for two groups of valve devices. For
example, an identical housing block may be provided for different
valve devices formed as modulators with electromagnetic valves, and
a different housing block may be provided for different valve
devices formed as relay valves.
The housing covers may be of either identical or different design
for the valve devices with different housings and/or with different
inserts. It may for example be advantageous, despite resulting
lower unit quantities in which identical housing covers must be
produced, to produce a plurality of different housing covers,
because for example the production of a cover for a valve device
formed as a relay valve may be less expensive, owing to simpler
technical configuration, than the production of additional covers
that can also be used for a valve device formed as a modulator.
The insert is preferably surrounded by the housing block and by the
housing cover and clamped to the housing. In this way, it is
possible, for example, for the cover to be screwed to the housing
block so as to surround the insert, such that when the housing
cover is screwed on, pneumatic connections are simultaneously
produced between the housing and the insert, and the insert is
fixedly fastened to the housing. An exchange of the insert, for
example for the repair of the valve device in the event of a defect
in the insert, can thus be performed easily by simply unscrewing
the cover, exchanging the insert and subsequently screwing the
cover onto the housing block again. The cover is a replacement part
that can be repaired in a workshop.
A conversion of the valve device for a different brake system is
also easily possible in this way, by merely exchanging the insert
for a different insert from the set of inserts. If appropriate, it
is additionally necessary for port lines to be connected to
different ports on the housing. An exchange of the complete valve
device is however not necessary. When the insert is exchanged, the
housing cover must additionally be exchanged if appropriate. Two
housings that have housing blocks of identical design but housing
covers of different design are considered to be of substantially
identical design. In particular, the housing block preferably makes
up a significant proportion of the housing, or makes up a greater
proportion of the housing than the housing cover.
In a preferred embodiment of the invention, the insert is a valve
cartridge or a valve block. Here, the insert has at least one
valve. In particular, the valve cartridge has one valve, whereas
the valve block preferably has a plurality of valves, for example
three valves. The valves are preferably electromagnetic valves. The
pressure medium path can be opened up or blocked by means of the
valve.
Alternatively or in addition, there may be provided in the valve
device an insert that is a valve replacement body or connecting
body that has at least one connecting duct and that connects
pressure medium ducts permanently to one another. The insert is in
this case a type of distributor station by means of which for
example pressure medium ducts that lead to ports on the housing and
pressure medium ducts that lead to valves are pneumatically
connected to one another depending on the desired function and/or
the valve that is used, such that ports on the housing may have
identical functionality despite internally differently used
pressure medium ducts, or may be used with identical pressure
medium lines, for example to the compressed-air reservoir or to the
brake cylinder.
If appropriate, a valve replacement body of this type may be
provided in a valve block instead of a valve and thus, as a dummy
body, fill out a chamber provided for receiving a valve and
simultaneously perform connecting functions for the permanent
connection of pressure medium ducts.
In one embodiment, the insert has a hardened injection-molded
compound or cast compound or is composed of the injection-molded
compound or the cast compound. The injection-molded compound or
cast compound is in particular a plastic injection-molded compound
or plastic cast compound. Here, the injection-molded compound or
cast compound at least partially surrounds the insert or the valve.
Different components of the valve can be inexpensively and
permanently connected to one another and fixed relative to one
another in this way. A valve replacement body or connecting body
that may be provided may also have such an injection-molded
compound or cast compound or a different injection-molded compound
or cast compound. It is for example possible for cavities in a
magnetic valve block, which cavities are provided for receiving
valves, to be filled out with such an injection-molded compound or
cast compound. Connecting ducts that may be required may be left
free during the injection molding or casting or may be formed
retroactively into the hardened injection-molded compound or cast
compound. A plug connector is advantageously also already
injection-molded onto the insert.
In one embodiment, the respective insert used in the valve device
preferably differs from at least one other, in particular third,
insert of the set of inserts in that it has at least one identical
valve but has at least one different connecting duct, in particular
bore, in the insert. In this way, it is duly possible for at least
partially identical valves to be used in the valve block. Different
functionality can however be attained by means of different
pressure medium guidance or by means of different bores in the
valve block. By contrast, the design of the housing block of the
valve device remains identical.
In another embodiment of the invention, the insert differs from at
least one other, in particular third, insert of the set of inserts
in that it has two identical connecting ducts, in particular bores,
in the insert or in the valve block but has at least one different
valve. Here, different functionality is made possible simply
through the use of different valves. If appropriate, different
functionality is attained by virtue of a dummy body or valve
replacement body being inserted instead of a valve, or a cavity
intended for receiving a valve being filled out with a plastic and
permanently forming a connecting duct.
The valve device is preferably a device from a group of devices, in
particular with housings of the same housing type, wherein the
group comprises a relay modulator device for an electropneumatic
parking brake. The group also has a relay modulator device for an
electronically regulated brake system, a relay modulator device for
a pneumatic brake system with or without traction control, an
electromagnetic relay valve device, and a relay valve device of
simple design. The valve device is selected from the group as a
function of the respective housing and/or as a function of the
respective insert. In particular, the selected housing and/or the
selected insert determines which device from the group the valve
device can be used as. Two different valve devices from the group
therefore differ merely by different housings, in particular by
different pressure medium guidance in the housing of the same
housing type, and/or by different inserts, in particular valve
blocks. The group of devices may if appropriate have fewer devices
than those mentioned. The group however comprises at least two of
the devices, such that the valve device is one of the at least two
devices depending on the selected housing and/or depending on the
selected insert. The group however preferably comprises at least
three, very preferably at least four, of the stated devices.
The housing preferably has ports for connecting to a compressed-air
reservoir, to a vent, to a control pressure or redundancy pressure
and to at least one brake cylinder. The ports are connected to the
port ducts, such that the compressed air that is preferably used as
the pressure medium can be conducted to the ports and drawn via the
ports.
The housing of the valve device preferably is formed predominantly
from a light metal. It is particularly preferable for the housing
to comprise aluminum, or to be an aluminum pressure die cast body.
The pressure medium ducts are preferably formed at least partially
by bores in the housing.
Still other objects and advantages of the present invention will in
part be obvious and will in part be apparent from the
specification.
The present invention accordingly embodies the features of
construction, combinations of elements, and arrangement of parts,
all as exemplified in the detailed disclosure hereinafter set
forth, and the scope of the invention will be indicated in the
claims.
BRIEF DESCRIPTION OF THE DRAWINGS
Further embodiments will emerge from the claims and from the
exemplary embodiments, which are explained in more detail on the
basis of the appended drawings, in which:
FIG. 1 shows a valve device according to a first exemplary
embodiment of the invention, together with two valve blocks that
can be inserted alternatively to an inserted valve block;
FIG. 2 is an exploded view showing a housing block, a valve
cartridge and a housing cover of a valve device according to a
second exemplary embodiment of the invention, together with a
further valve cartridge;
FIG. 3 is a circuit diagram of the valve device depicted in FIG.
1;
FIG. 4 is a circuit diagram of a valve device according to a third
exemplary embodiment, having a different valve block than that of
the inserted valve block depicted in FIG. 1;
FIG. 5 shows a valve device according to a fourth exemplary
embodiment, having a different valve block than those depicted in
FIGS. 1 and 4;
FIG. 6 is a circuit diagram of the valve device according to the
second exemplary embodiment depicted in FIG. 2; and
FIG. 7 is a circuit diagram of a brake system having the valve
device according to the embodiment depicted in FIG. 1.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
FIG. 1 shows a valve device 1 for a compressed-air-operated brake
system of a utility vehicle. Brakes of the vehicle can be actuated
by means of the valve device 1. The valve device 1 has an insert 2
formed as a valve block. Owing to the selected insert 2, the valve
device 1 is a relay modulator device for an electronically
regulated brake system. With alternatively selectable inserts 2'
and 2'', which are likewise formed as valve blocks, the valve
device 1 would, by contrast, be a relay modulator device for a
pneumatic brake system or a relay modulator device for an
electropneumatic parking brake. Here, the inserts 2, 2' and 2'' are
externally of identical design, or are of identical external
appearance, but have different air guides and/or different valves
in the interior. Internal pneumatic ports 4 of the insert 2' are
however identical to internal pneumatic ports 4' of the insert 2''
and to internal pneumatic ports (not shown) of the insert 2.
Furthermore, the inserts 2, 2' and 2'' have identical electrical
terminals or interfaces 6, 6' and 6''. Identical electrical
terminals 6, 6' and 6'' means mechanically identical or compatible
plug connector shrouds or plug connector shanks that can be placed
in contact with identical or compatible plug connectors or
couplings, wherein different electrical contacts and/or a different
number of electrical contacts may however be produced if
appropriate. In particular, pin assignments of the electrical
terminals 6, 6' and 6'' may differ from one another. For example,
for a different number of valves to be electrically actuated, a
different number of electrical contacts is required, which
electrical contacts are realized in accordance with the demands in
the electrical terminals 6, 6' and 6'' or in the plug
connectors.
The insert 2 is fastened to a housing 8 of the valve device 1. The
housing 8 includes a housing block 10 and a housing cover 12, which
is fastened to the housing block 10 for example by means of screws
14, 14', 14'' and a further screw which is obscured. The insert or
valve block 2 is clamped between the housing block 10 and the
housing cover 12. Here, pneumatic connections to corresponding
internal pneumatic ports on the housing block 10 and/or on the
housing cover 12 are produced via the internal pneumatic ports of
the insert 2.
The valve device 1 is, owing to the housing 8, too, a relay
modulator device for an electronically regulated brake system. A
different function of the valve device 1 may be attained by means
of an alternatively selectable insert 2 and/or by means of an
alternatively selectable housing 8.
The housing block 10 has pneumatic ports 16 and 16' and, if
appropriate, further pneumatic ports that are pneumatically
connected to port ducts in the housing block 10.
FIG. 2 is an exploded view of a valve device 1', which is in the
form of an electromagnetic relay valve device. Here, the difference
between the valve device 1' and the valve device 1 of FIG. 1
emerges substantially from the selection of an insert 2''', which
differs from the insert 2. The valve device 1' otherwise has a
housing substantially identical to the housing 8 of the valve
device 1. In particular, the valve device 1' also has the housing
block 10 with identical pressure medium ducts. It would however
alternatively also be possible for fewer, more and/or different
pressure medium ducts to be provided in the housing block 10, with
the function of the valve device 1' being dependent on the pressure
medium ducts.
Instead of the housing cover 12, there is provided in the valve
device 1' a housing cover 12', which is of simplified form in
relation to the housing cover 12, in particular because the insert
2''' is also of simplified form in relation to the inserts 2, 2'
and 2'' of FIG. 1 and, in the exemplary embodiment shown, has only
one internal pneumatic port to the housing cover 12' and three
further pneumatic ports to the housing block 10. An electrical
terminal 6' is also provided. By contrast, in the case of an
alternatively selectable insert 2'', which is likewise in the form
of a valve cartridge and which can be inserted instead of the
insert 2''' between the housing block 10 and the housing cover 12',
an electrical terminal is not required. With the insert 2'', the
valve device 1 is a purely pneumatic relay valve device.
A relay valve 17 is arranged substantially in the housing block 10.
The housing block 10 also has internal pneumatic interfaces 18 for
connecting to the insert 2''' or to a different insert. A pneumatic
connection between the housing block 10 and the housing cover 12'
is realized by means of a pneumatic interface 20. Here, pneumatic
connections via pneumatic interfaces or ports may be produced by
means of correspondingly arranged drilled holes, and sealing may be
realized by a seal, for example an O ring, arranged in the
transition region.
FIGS. 3, 5 and 6 are exemplary circuit diagrams of the valve device
1 of FIG. 1 with the insert 2, of a valve device 1'' with the
insert 2' of FIG. 1, and of a valve device 1' with the insert 2''
of FIG. 1, in each case in conjunction with further components of a
brake system. Despite the reference to the valve device 1, the
following description also refers to the valve devices 1'' and
1''', because these all have substantially identical housings 8 and
8'.
In particular, the housing 8 has the housing block 10 and the
housing cover 12. The insert 2 is arranged between the housing
block 10 and the housing cover 12 and has internal pneumatic
interfaces 22, 24, 26, 28, 30, 32 and 34 to the housing cover 12
and further internal pneumatic interfaces 36, 38 and 40 to the
housing block 10. The valve device 1 is connected via the pneumatic
port 16 and a compressed-air line 42 to a compressed-air reservoir
vessel 44 and can thus be supplied with compressed air from a
compressed-air reservoir. The valve device 1 is furthermore
connected via the pneumatic port 16' and via a compressed-air line
46 to at least one brake cylinder 48, such that a vehicle can be
braked by means of the brake cylinder 48.
Via a further pneumatic port 16'' and a compressed-air line 50, the
valve device 1 can be ventilated to a vent 52. If appropriate, the
vent 52 may also be integrated directly into the valve device 1 or
flange-mounted on the valve device 1. Finally, a further pneumatic
port 16' is provided on the housing 8 of the valve device 1 for
connecting to a brake pedal device 54 via a compressed-air line
56.
The housing 8 preferably has pressure medium ducts realized as
bores. As regards the pressure medium ducts, a distinction will
hereinafter be made between port ducts and internal ducts. Port
ducts 58, 60, 62 and 64 are pressure medium ducts that lead to the
pneumatic ports 16 to 16''' on the housing 8. Further pressure
medium ducts are internal ducts 66, 68, 70 and 72, which, in this
case, are arranged in the housing cover 12. The valve device 1 also
has, in particular in the housing block 10, further pressure medium
ducts or internal ducts 73, 74 and 75.
A brake pressure is electropneumatically modulated by means of the
valve block 2 and provided via the internal pneumatic interface 40
and the pressure medium duct 74 to the relay valve 17. By means of
the relay valve 17, the air pressure prevailing in the pressure
medium duct 74 is provided, at a higher air flow rate, via the port
duct 64. For this purpose, the relay valve draws compressed air via
the pressure medium duct 73 or ventilates the port duct 64 to the
vent 52 via the pressure medium duct 75.
For exemplary illustration of a further possible air guidance
configuration in the exemplary embodiment shown, a redundancy
pressure is provided to the valve block 4 via the port duct 58 in
the housing block 10, and onward via the pneumatic interface 20,
via the internal duct 66 and finally via the internal pneumatic
interface 22. In the event of an electronics failure or power
failure, or deenergized valves, the redundancy pressure is
transmitted through to the relay valve 17.
In this respect, the valve device 1 of FIG. 3 equates to the valve
device 1'' shown in FIG. 4 and to the valve device 1' shown in FIG.
5. Differences between the valve device 1 and the valve devices 1''
and 1''' emerge from the different selected inserts or valve blocks
2 and 2' or 2'' respectively. It is possible for different pressure
medium paths to be connected by means of the different inserts 2
and 2' or 2'', respectively.
In the valve device 1 of FIG. 3, a pressure medium path is
connected that comprises the port duct 58, the internal duct 66 and
the internal duct 74. Between the internal pneumatic interfaces 22
and 24, the pressure medium path includes a connecting duct 76, an
electromagnetic valve 78, a connecting duct 80 and a connecting
duct 82. Further pressure medium paths are provided, for example
for the electropneumatic increase of an air pressure to be
modulated, through the port duct 60, a connecting duct 84, the
internal duct 72, a connecting duct 86, the connecting duct 82 and
the internal duct 74. To produce the pneumatic connection or the
connected pressure medium path, it is necessary merely for the
electromagnetic valve 88 to be energized.
A ventilation, or reduction of a modulated pressure, may take
place, in the event of an energization of an electromagnetic valve
90, via a further pressure medium path that includes the port duct
62, a connecting duct 92, the internal duct 68, a connecting duct
94, the electromagnetic valve 90, a connecting duct 96, the
connecting duct 80, the connecting duct 82 and the internal duct
74.
In conjunction with the valve block 2, the internal duct 70 is not
used. The internal pneumatic interfaces 26 and 28 and/or ports or
blind holes adjoining them may also be omitted if appropriate. In
alternative exemplary embodiments, the internal duct 70, which is
not required, may also be omitted. Furthermore, the existing
pressure medium ducts, in particular the connecting ducts, may also
be guided differently and for example also connect other pneumatic
interfaces to one another or be connected to other pneumatic
interfaces.
FIG. 4 shows the valve device 1'' with the insert 2', which is
selected to be different to that in the valve device 1 of FIG. 3.
The insert or valve block 2' has, like the valve block 2, the
electromagnetic valve 78. By contrast to the valve block 2,
however, the valve block 2' has electromagnetic valves 98 and 100
instead of the electromagnetic valves 88 and 90. Furthermore, the
valve block 2' has an air guidance configuration that differs from
that of the valve block 2. Owing to the different valve device 2,
or owing to the changed air guidance configuration, the connectable
or connected air paths of the valve device 1'' are changed in
relation to the air paths of the valve device 1. In particular, it
is for example the case that an air path that conducts a setpoint
brake pressure pneumatically modulated by the brake pedal device
54, as a redundancy pressure, to the relay valve 17 has not only
the port duct 58, the internal duct 66, the internal duct 76, the
electromagnetic valve 78 and the internal duct 74, but also a
connecting duct 102, a path through the electromagnetic valve 100,
a connecting duct 104, the internal line 70, a connecting duct 106,
a path through the electromagnetic valve 98, and a connecting duct
108. Therefore, owing to the design of the valve block 2', the
internal duct 70 is used as part of an air path; whereas, if the
valve block 2 is selected, the internal duct 70 is unused, and
different air paths have the internal ducts 68 and 72,
respectively. Furthermore, the valve block 2' has connecting ducts
110 and 112.
The valve devices 1 and 1'' differ, owing to the different selected
valve blocks 2 and 2', by a different functionality, in particular
in the event of an electronics failure, power failure or failure of
at least one of the electromagnetic valves 78, 88, 90, 98, 100. For
the different functionality, it is necessary merely to select a
valve block 2 to 2'''' provided for this purpose, whereas for
example the housing 8 may remain the same. The housing 8 can thus
be produced inexpensively in large unit quantities. The housing 8
may be one of numerous housings of an identical housing type,
wherein all of the housings 8 of the housing type have
substantially identical features, in particular originate from the
same casting mold or an identical casting mold. The pressure medium
ducts or drilled holes of the housings 8 of identical housing type
may however be arranged differently, and thus be adapted to the
respectively desired function of the valve device 1 that has the
respective housing 8.
FIG. 5 shows the valve device 1''', which substantially equates to
the valve device 1'' of FIG. 4. In particular, the housing 8 is
again provided in the valve device 1'''. Even the valve block 2''
substantially equates to the valve block 2' of FIG. 4. In
particular, an identical air guidance configuration to that in the
valve block 2' is provided, in particular owing to identical bores,
in the valve block 2''. In the valve block 2'', however, instead of
the electromagnetic valves 98 and 100 of the valve block 2' of FIG.
4, dummy bodies 114 and 115 are provided that provide a permanent
connection between the connecting ducts 102 and 104 and between the
connecting ducts 106 and 108, respectively, and which otherwise
fill out a remaining empty space. The dummy bodies 114, 116 may,
after being produced, be inserted into the valve block 2'' instead
of electromagnetic valves 98, 100. Alternatively, the dummy bodies
114, 116 may however also be produced by virtue of cavities
suitable for receiving the electromagnetic valves 98 and 90 being
filled out by casting, or filled out by injection molding, with an
injection-molded compound or cast compound, wherein the
abovementioned connecting paths are left free for example as a
result of the prior insertion of tubes.
FIG. 6 shows a circuit diagram of the valve device 1' of FIG. 2
with the simplified housing cover 12' and the cartridge valve 2''''
which has the electromagnetic valve 78 but no further valves. The
housing block 10 is however of identical design to the housing
blocks 10 of the valve devices according to FIGS. 3, 4 and 5. In
terms of its function, the valve device 1' is identical to the
valve device 1' of FIG. 5. The housing cover 12' is of simpler
construction than the housing cover 12, and in particular has only
one internal duct 118 instead of the internal ducts 66, 68, 70 and
72. The insert or the valve cartridge 2'' has pressure medium ducts
120, 122 and 124 as connections in a housing 8' of the valve device
1', and the electromagnetic valve 78. The valve cartridge 2'' is
thus likewise of simpler construction, and can be produced less
expensively, than the valve block 2''. In exceptional cases, it may
therefore be expedient for individual inserts or subgroups of
inserts to be formed differently at least externally, whereas in
general, a plurality of inserts of the group of inserts are
preferably of identical external design, in particular in terms of
their dimensions. It may likewise be advantageous in individual
cases for housing covers 12' of different form to be provided
instead of the housing cover 12, wherein, however, the housing 8'
substantially equates overall to the housing 8, for example because
an identical housing block 10 is used. On the housing block 10
there are preferably provided mechanical interfaces for fastening
to a vehicle frame. It is thus possible, independently of the
selection of the respective insert 2, 2', 2'' or 2'', for the valve
device 1 or 1'', 1''' or 1'''' to be fastened to the vehicle frame
without the need to provide different adapters or other holding
apparatuses for this purpose. Even if the housing 8 or the housing
block 10 is selected from a set of substantially identical housings
or housing blocks with different pressure medium ducts, the
mechanical interfaces are preferably identical, such that the valve
device 1 or 1'', 1' or 1'''' can be fastened to the vehicle frame
independently of the respectively selected housing 8.
FIG. 7 shows a brake system 130 according to an exemplary
embodiment of the invention having the valve device 1 of FIG. 1.
The valve device 1 has the insert 2, such that the brake system 130
is designed as an EBS brake system or as an electronically
regulated brake system, wherein the brake pressure is
electropneumatically modulated in accordance with a deceleration
demand signal.
The valve device 1 is thus formed as a 1-channel axle modulator and
is provided for actuating brakes 132 and 134 on a front axle 136 of
a vehicle that has the brake system 130. Further valve devices 1
are provided as wheel modulators in each case for a brake 138 and
140, respectively, on a rear axle 142 of the vehicle, and are
combined in a 2-channel axle modulator 143. Furthermore, the brake
system 130 has a brake actuating device 54 with a brake transducer,
has a trailer control valve device 146, and has a device for
control 148 formed as a control unit. The device for control 148
performs central control functions of the electronic brake system,
such that it simultaneously forms a central controller of the
electronic brake system.
The brake system 130 is constructed with three brake circuits that
are fed from three compressed-air reservoir vessels 150, 152 and
154 and that, in turn, receive compressed air from at least one
compressor (not illustrated), preferably after treatment in a
compressed-air treatment device, and preferably via a four-circuit
protection valve. It is primarily possible for the brakes 132 and
134 at the front axle 136 to be actuated by means of the first
brake circuit and for the brakes 138 and 140 at the rear axle 142
of the vehicle, and brakes (not illustrated) of an attached
trailer, to be actuated by means of the second brake circuit. A
third brake circuit, which is fed from the compressed-air reservoir
vessel 154, is provided for operating, in particular releasing, a
parking brake.
Compressed air from the compressed-air reservoir vessels 150 and
152 is provided to the brake pedal device 54 via compressed-air
lines 156 and 158 and also 160 and 162, respectively. In response
to an actuation of the brake pedal of the brake pedal device 54,
the brake pedal device 54 or the brake transducer generates an
electrical brake demand signal that is transmitted via an
electrical interface to an electrical line 164 and via the
electrical line 164 and via an electrical interface to the device
for control 148. Furthermore, the brake actuating device 54
directly modulates a redundancy pressure for the two brake circuits
and provides the redundancy pressure via two of its pneumatic
interfaces.
The control device 148 is electrically connected via electrical
lines 166, 168 and 170, respectively, to the valve devices and
modulators 1 and to the trailer control valve 146. The control
device 148 can thus perform control functions and, in conjunction
with sensors, perform regulating functions for those components of
the brake system 130 that it actuates and/or for the valve device 1
and for the trailer control valve device 146.
In response to the braking demand signal, the control device 148
actuates the valve devices 1 such that the valve devices 1 modulate
a brake pressure calculated and/or selected by the control device
148 according to the braking demand signal, if appropriate, as a
function of further parameters. Pressure sensors (not illustrated)
in the valve device 1 measure the modulated brake pressure,
transmit the measurement results to the control device 148 via the
electrical line 166 and 168, respectively, such that feedback is
provided and the brake pressure can be regulated by the control
device 148. Electronics for modulating and/or regulating the brake
pressure are thus provided in the control device 148. The valve
device 1 therefore need not have any control electronics or
regulating electronics. It is however alternatively also possible
for some or all of the electronics for regulating the brake
pressure to be arranged on the valve device 1.
The brake pressure modulated by the valve device 1 or the 1-channel
axle modulator 1 at the front axle 136 is provided via a
compressed-air line 171 and 172, respectively, firstly to an ABS
valve 174 and 176, respectively, for an anti-lock brake function,
and subsequently via a compressed-air line 178 and 180,
respectively, to the brake cylinder 48 and to a brake cylinder 182,
or to a diaphragm part of the brake cylinder 48 and 182,
respectively. The brakes 132 and 134 can be actuated by means of
the brake cylinders 48 and 182. The compressed air for this purpose
is provided to the valve device 1 at the front axle 136 of the
vehicle from the first brake circuit via a compressed-air line
184.
By contrast, a compressed-air line 186 supplies compressed air from
the second brake circuit to the valve devices 1 or the 2-channel
axle modulator 143 at the rear axle 142 of the vehicle. The brake
pressure modulated by the valve devices 1 at the rear axle 142 of
the vehicle analogously to the modulation of the brake pressure
medium by the valve device 1 at the front axle 136 is provided via
a compressed-air line 188 and 190, respectively, to a diaphragm
part of a combined spring brake cylinder 192 and 194,
respectively.
The brake system 130 furthermore provides functions of an anti-lock
system, traction control and electronic stability control.
Rotational speed information of the individual wheels of the
vehicle during driving and during the braking process is required
for this purpose. The brake system 130 therefore has wheel sensors
196, 198, 200 and 202, which detect wheel rotational speeds of the
individual wheels and transmit measurement values or information
regarding the detected wheel rotational speeds to the control
device 148 via an electrical line 204, 206, 208 and 210,
respectively.
The anti-lock function is intended to counteract a locking tendency
of the wheels. If a locking tendency of a wheel at the rear axle
142 of the vehicle is identified, the valve device 1 assigned to
the wheel is therefore actuated via the electrical line 168 in
order to release the brake 138 or 140, respectively, or in order to
ventilate the diaphragm part of the combined spring brake cylinder
192 or 194, respectively, via the compressed-air line 188 or 190,
respectively, or in order to lower the pneumatic pressure in the
respective diaphragm part. By contrast, at the front axle, to
release the brake 132 or 134 in the event of a blocking tendency
being identified, the ABS valve 174 or 176, respectively, is
actuated by the control device 148 via an electrical line 212 or
214, respectively. In response to this, the ABS valve 174 or 176,
respectively, ventilates the compressed-air line 178 or 180,
respectively, or at least increases the pressure prevailing therein
no further.
It is also the case if an impending or actual loss of stability or
skid tendency of the vehicle is detected by means of the electronic
stability function that the ABS valves 174 and 176 and the valve
devices 1 at the rear axle 142 of the vehicle can be actuated in a
targeted manner in order to influence the pressure in the
compressed-air lines 178, 180, 188 and 190 or brake individual
wheels in a targeted manner, as described for the ABS function.
It is likewise possible for the electronic stability function, and
in addition to the traction control, for the pressure in the
compressed-air lines 178, 180, 188 and 190 to be increased in a
targeted manner. In the case of the traction control, the control
device 148 identifies slip of the wheels from the detected wheel
rotational speeds and if appropriate from further data, and thus
actuates the valve devices 1 in order to brake the wheels to
counteract the slip or prevent spinning of the wheels. Here, at the
rear axle 142, it is possible for the two wheels to be braked
independently of one another. By contrast, at the front axle 136,
the 1-channel axle modulator or the valve device 1 is responsible
for braking the wheels. The brakes 132 and 134 at the wheels of the
front axle 136 may also be acted on with different brake pressures
owing to the ABS valves 174 and 176. In this exemplary embodiment,
two valve devices 1 as wheel modulators are provided together to
form the 2-channel axle modulator at the rear axle 142, but only
one valve device 1 is provided, as the 1-channel axle modulator,
together with the two ABS valves 174 and 176 at the front axle 136
of the vehicle.
In an alternative exemplary embodiment, however, it is also
possible for two valve devices 1 formed as wheel modulators, or a
2-channel axle modulator, to be provided at the front axle instead
of the valve device 1, which is used as a 1-channel axle modulator,
with the two ABS valves 174, 176.
For the pneumatic modulation of the brake pressure in the
redundancy situation, the redundancy pressure modulated by means of
the brake actuating device 54 in the first brake circuit is
conducted to the valve device 1 at the front axle 136 via a
compressed-air line 216. The valve devices 1 at the rear axle 142
analogously receive the modulated redundancy pressure from the
second brake circuits via compressed-air lines 218 and 220. In the
case of an electrical failure or in the event of an electronics
failure, the valve devices 1 modulate the brake pressure in the
compressed-air lines 178, 180, 188 and 190 purely pneumatically in
accordance with the respective redundancy pressure in the first and
second brake circuit respectively, such that the vehicle with the
brake system 130 can be braked pneumatically.
The brake system 130 furthermore actuates brakes on a trailer if
appropriate. Via a compressed-air line 222, the redundancy pressure
from the second brake circuit is connected via a pneumatic
interface to the trailer control valve device 146. Via another
pneumatic interface, a further compressed-air line 224 is connected
to the trailer control valve device 146, which provides the
redundancy pressure to a compressed-air port 226, which can be
connected to pneumatic systems of the trailer. Compressed-air lines
228, 230 and 232 are connected via further pneumatic interfaces of
the trailer control valve 146. A modulated reservoir air pressure
can be drawn via the compressed-air line 228, and a reservoir air
pressure can be drawn directly via the compressed-air line 230,
from the third brake circuit and provided via the compressed-air
line 232 to a compressed-air port 234 for connecting to
compressed-air systems of the trailer. Here, the compressed air
with the modulated air pressure is drawn via a parking brake
actuating device 236, which in turn draws the reservoir air
pressure from the third brake circuit via compressed-air lines 238,
240 and 242. Electrical actuation and monitoring of the trailer
control valve 146 takes place via the electrical line 170.
A parking brake function of the brake system 130 can be controlled
by means of the parking brake actuating device 236. The parking
brake function can be activated and deactivated by the parking
brake actuating device 236 separately for the vehicle and for the
trailer, which is possibly coupled to the vehicle. The supply of
compressed air takes place from the third brake circuit. To engage
or release the parking brake function, spring store parts of the
spring brake cylinders 192 and 194 are aerated or ventilated,
respectively. For this purpose, the parking brake actuating device
236 provides the modulated parking brake pressure via a
compressed-air line 244 to a relay valve 246, which boosts the air
pressure with compressed air drawn via a compressed-air line 248
and, in order to release the parking brake, provides the air
pressure to spring store parts of the combined spring brake
cylinders 192 and 194 via compressed-air lines 250 and 252.
All of the features specified in the above description and in the
claims may be used both individually and also in any desired
combination. The disclosure of the inventive embodiments is thus
not restricted to the described or claimed combinations of
features. Rather, all combinations of features should be regarded
as being disclosed.
It will thus be seen that the objects set forth above, among those
made apparent from the preceding description, are efficiently
attained, and since certain changes may be made in the above
constructions without departing from the spirit and scope of the
invention, it is intended that all matter contained in the above
description or shown in the accompanying drawings shall be
interpreted as illustrative and not in a limiting sense.
It is also to be understood that the following claims are intended
to cover all of the generic and specific features of the invention
herein described and all statements of the scope of the invention
that, as a matter of language, might be the to fall
therebetween.
* * * * *